IL203896A

IL203896A - Rail vehicle with a drive device

Info

Publication number: IL203896A
Application number: IL203896A
Authority: IL
Original assignee: Bombardier Transp Gmbh
Priority date: 2007-08-13
Filing date: 2010-02-11
Publication date: 2014-08-31
Also published as: ES2443119T3; DE102007038255A1; WO2009021831A1; RU2468947C2; EP2181030A1; PL2181030T3; RU2010109393A; EP2181030B1

Description

ίΐ>>ίυ ipiin oj» n >t>tt y yin a-n >ΐ Rail Vehicle with a drive device Bombardier Transportation GmbH C. 198932 Rail vehicle with a drive device The present invention relates to a rail vehicle with at least one first wagon body which is supported on an undriven first wheel unit and a driven second wheel unit spaced in the longitudinal direction of the at least one first wagon body, and an electric drive device driving the second wheel unit and comprising a transformer unit and at least one first power converter unit, wherein the transformer unit is arranged in the area of the first wheel unit.

In conventional rail vehicles, it is known to drive both wheel units (wheelsets, wheel pairs or bogies, respectively) via a drive device, the components of which are arranged distributed in or on the wagon body. Thus for example in the rail vehicle series BR 445 of Deutsche Bahn AG, a common transformer for both drive bogies is arranged centrally at the rear wagon end. Furthermore in vehicles of series RABe 514 of SBB, an arrangement is provided with two transformers at one wagon end and an arrangement of two power converters at the other wagon end. Finally in vehicles TER 2 NG / X 40 by Alstom SA, FR, an arrangement is provided with one or two transformers at one wagon end and a power converter module in the roof space at the other wagon end.

The disadvantage with all these known vehicles is that, due to the drive system being concentrated in one wagon, due to the high own weight of the motor bogies, eventually only correspondingly light drive components with comparatively low drive power can be installed, so as to not exceed the admissible axle loads. If, in addition, trains are formed with a plurality of wagons, the problem exists that usually only undriven wagons can be used so that the relative drive power falls. To overcome this disadvantage, sometimes further drive systems (transformers, drive power converters, motor bogies) are arranged in the train (TER 2 NG). The disadvantage here is the high weight due to the arrangement of further transformers and the associated costs. Also in these known vehicles, the problem arises of poor scalability of the drive power or great complexity (cost, weight) when further drive systems are arranged in the train.

To overcome this problem, EP 1 024 070 B1 proposes a generic rail vehicle in which the drive is distributed over a plurality of wagons. At the coupled ends the wagons, among others, comprise undriven bogies (so-called running bogies), in the area of which heavy components such as for example the transformers of the drive device and further heavy components (pantographs, accumulators, chokes etc.) are arranged, so that a more favourable mass distribution in the train is achieved.

One problem with this generic rail vehicle however is that, due to the comparatively large number of heavy components above the running bogie and due to the maximum admissible axle loads and the limited space, only a comparatively small main transformer with correspondingly low power can be used. Consequently here too, only a comparatively low drive power can be achieved with the main transformer. To increase the drive power, as in the vehicles cited initially, further transformers must be provided whereby the cost of the rail vehicle is further increased.

The present invention is therefore based on the object of providing a rail vehicle of the type specified initially which does not have the said disadvantages or only to a noticeably lesser extent, and in particular allows a high, easily scalable drive power at simple and economic production.

The present invention achieves this object starting from a rail vehicle according to the preamble of claim 1 with the features given in the characteristic part of claim 1.

The present invention is based on the technical teaching that with simple and economic production, a high, easily scalable drive power can be achieved if the first wheel unit is arranged at the free end of the rail vehicle, i.e. at a first end of the first wagon body, in the area of which is arranged a driver's cab for a vehicle driver. This arrangement at the free end in the area of the driver's cab has the advantage that usually no access for passengers is required here and no further heavy components (such as for example the pantograph) need be installed here, so that the transformer device can be designed correspondingly large and consequently with a corresponding high power without exceeding the permitted axle loads of the running bogie in the area of which the transformer device is arranged.

This has the advantage that the drive power of the rail vehicle is easily scalable as, thanks to the high power of the transformer device, additional wagons can easily be introduced into the composite train having additional driven bogies that are supplied from the transformer device. The insertion of further transformers is not required here.

The transformer unit can in principle be arranged in any suitable manner in the area of the first wheel unit. Preferably the transformer unit is arranged such that the center of gravity of the transformer unit is arranged at least close to the longitudinal center plane of the first wagon body. This gives a favourable load distribution in the vehicle or trim of the vehicle, respectively. In addition or alternatively, the center of gravity of the transformer unit is arranged at least approximately centrally above the first wheel unit in order to achieve a favourable load distribution on the first wheel unit.

The first power converter unit allocated to the second wheel unit can in principle be arranged at any arbitrary point in the vehicle. Preferably the first power converter unit is arranged in the area of the second wheel unit in order to achieve a favourable load distribution or trim again.

The first power converter unit can be arranged in the vehicle as a closed assembly.

Preferably at least one part of the first power converter unit is arranged laterally, i.e. in the area of a first longitudinal side of the first wagon body. This makes it possible to achieve a favourable passenger flow in the vehicle by creating, for example, an advantageous central aisle for passengers thanks to this lateral arrangement.

In further advantageous variants of the rail vehicle according to the invention, a second part of the first power converter unit is arranged in the area of an opposing second longitudinal side of the first wagon body. This divided arrangement of the first power converter unit achieves a favourable load distribution or trim and, in addition, eventually a particularly wide central aisle.

Further particularly favourable variants of the rail vehicle according to the invention are characterized in that at least one further item of additional equipment, in particular electrical additional equipment, is provided which is arranged in the area of the second part of the first power converter unit. This optimises the load distribution or trim, respectively. In particularly advantageous variants, the separation into the first and second part of the first power converter unit is done as a function of the necessary cooling for the components concerned. Thus, advantageously, it is possible to optimise the cooling system. In particular, at least one first cooling circuit can be provided for cooling the first part of the first power converter unit and at least one second cooling circuit is provided for common cooling of the second part of the first power converter unit and the additional equipment. The respective cooling circuit can for example be matched optimally to the temperature level concerned, so that, in total, optimum cooling is achieved.

In preferred variants of the rail vehicle according to the invention, furthermore at least one third wheel unit is provided and the drive device is designed to drive the at least one third wheel unit. It can be provided that the first power converter unit is also provided to drive the at least one third wheel unit. In other variants of the invention, it is provided that the drive unit comprises a second power converter unit to drive the at least one third wheel unit, wherein the second power converter unit to drive the third wheel unit is fed from the transformer unit so that, here too, simple scaling of the drive power is achieved.

Preferably, the second wheel unit and the third wheel unit are arranged adjacent to each other, to keep the cabling cost at a minimum. Preferably, the third wheel unit is arranged in the area of a second wagon body which is supported on this third wheel unit, as this ensures a favourable distribution of the drive power over the vehicle.

In further advantageous variants of the rail vehicle according to the invention with simple scaling of the drive power, at least one fourth wheel unit is provided, and the drive device comprises at least one third power converter unit to drive the at least one fourth wheel unit, wherein the third power converter unit to drive the fourth wheel unit is in turn supplied from the transformer unit. Preferably, the fourth wheel unit is arranged in the area of a third wagon body which is supported on this fourth wheel unit, as this ensures a favourable distribution of the drive power over the vehicle. Preferably, the fourth wheel unit is arranged in the area of the end of the third wagon body which is closer to the transformer unit, to keep the cabling cost at a minimum.

In preferred variants of the rail vehicle according to the invention, a pantograph device connected to the drive device is provided and is arranged in the area of the second wheel unit, as this achieves a particularly favourable load distribution in the vehicle.

The wheel units can in principle be of an arbitrary design. In particular wheelsets or wheel pairs can be used. Preferably at least one driven wheel unit is designed in the manner of a bogie.

The invention can also be used for arbitrary types of rail vehicles. It can be used particularly advantageously in connection with double-deck vehicles. Therefore, preferably, at least one of the wagon bodies is designed as a double-deck wagon body.

The present invention furthermore relates to a composite train with at least two of the rail vehicles described above. Here, identically configured rail vehicles according to the invention can be combined. However, naturally, also at least two rail vehicles according to the invention of any different configuration can be coupled together.

Further preferred embodiments of the invention become apparent from the dependent claims or the description of preferred embodiments given below with reference to the enclosed drawings. It is shown in: Figure 1 a schematic side view of a preferred embodiment of the rail vehicle according to the invention; Figure 2 a schematic section through the rail vehicle from Figure 1 along line ll-ll; Figure 3 a schematic section through the rail vehicle from Figure 2 along line Ill-Ill; Figure 4 a schematic section through a further preferred embodiment of the rail vehicle according to the invention; Figure 5 a schematic section through a preferred embodiment of the composite train according to the invention; Figure 6 a schematic section through a further preferred embodiment of the composite train according to the invention; Figure 7 a schematic section through a further preferred embodiment of the composite train according to the invention.

First embodiment Figure 1 and 2 show schematic depictions of a rail vehicle 101 according to the invention. The rail vehicle 101 comprises a first end wagon 101.1 with a double-deck wagon body 102 which is supported in the area of its two ends on a first wheel unit in the form of a first bogie 103.1 and a second wheel unit in the form of a second bogie 103.2. The first bogie is designed as an undriven running bogie 103.1 whereas the second bogie is designed as a driven motor bogie 103.2.

The driven wheelsets of the motor bogie 103.2 are driven via an electrical drive device 104. To this end, the drive device 104, in addition to the drive motors - not shown in the Figures for reasons of greater clarity - of the second bogie 103.2 comprises a transformer unit in the form of a main transformer 104.1 and a first power converter unit 104.2 fed from the main transformer 104.1. The first power converter unit 104.2 is functionally assigned to the second bogie 103.2, hence, supplies the drive motors of the second bogie 103.2 with energy. The drive device 04 itself is supplied with energy from a power network - not shown - via a pantograph 105.

The main transformer 104.1 is arranged in the area of the running bogie 103.1 itself being arranged at the leading end of the wagon body 102, in the area of which is provided a driver's cab 105 for the vehicle driver. The first power converter unit 04.2, like the pantograph 105 and further electrical additional devices 107 (for example the power converter for the auxiliary energy etc.), is arranged at the other end of the wagon body 102 in the area of the motor bogie 103.2.

Due to the arrangement of the main transformer 104.1 as the sole heavy component of the electrical equipment of the vehicle 101 above the leading (comparatively light) running bogie 103.1 , it is possible to equip the main transformer 104.1 with a comparatively high power, i.e. to make the main transformer 104.1 comparatively large and heavy, without exceeding the admissible axle loads of the running bogie 103.1. Furthermore, at this location in the area of the driver's cab 105, there is usually no passage way for passengers (which would have to be made wide to ensure a smooth passenger flow), such that, insofar, also no further restriction exists in the space available for the main transformer 104.1.

A further advantage of a main transformer 104.1 of this type equipped with a high power is that, for the same power, it has in comparison with a plurality of smaller transformers (hence it has a smaller power to weight ratio). Hence, for the weight given as a function of the maximum admissible axle loads of the running bogie 103.1 , the main transformer 104.1 has a higher power in comparison to a plurality of smaller transformers.

Finally a further advantage of such a large main transformer 104.1 is that it is cheaper in its production and operation than a plurality of smaller transformers.

Furthermore, a main transformer 104.1 of this type equipped with a high power can simply be dimensioned such that it can supply the drives of a series of further motor bogies. This substantially simplifies the scaling of the drive power of the rail vehicle 101 , as further wagons with motor bogies can easily be added and their energy can be supplied via the large main transformer 104.1.

The arrangement above the leading bogie has the advantage that, other than with the trailing second bogie 103.2, usually there is no need to arrange heavy components there.

For example, at least the pantograph 105 is usually arranged above the trailing second bogie 103.2 in order to guarantee, in an operation with two coupled vehicles, a maximum distance between the pantographs and hence exclude mutual mechanical influencing of the pantographs (for example by vibration excitation of the catenary by the leading pantograph).

The main transformer 104.1 is arranged in a room 102.1 behind the driver's cab 106, which leaving free a lateral access to the driver's cab 106 on one longitudinal side of the vehicle 101. The main transformer 104.1 is designed and located such that its center of gravity lies at least close to, preferably in, the (vertical) longitudinal center plane 101.2 of the vehicle 101 and, furthermore, preferably at least close to, preferably directly above the center point of the running bogie 103.1. This ensures a particularly favourable load distribution and hence favourable trim of the vehicle 101.

The first power converter unit 104.2 is divided into two parts (a first large part 104.3 and a second smaller part 104.4). The two parts 104.3 and 104.4 of the first power converter unit 104.2 are accommodated in separate cabinets 102.2 and 102.3 on both longitudinal sides of the wagon body 102. The two cabinets 102.2 and 102.3 are separated by a center aisle 108 via which the vehicle passengers, where applicable, can access an adjacent wagon in the vehicle composition. This arrangement, on the one hand, has the advantage that the center aisle 108 allows a favourable passenger flow.

The two cabinets 102.1 and 102.2 approximately have the same size. As the second part of 104.4 of the first power converter unit 104.2 takes up less space than the first part 104.3 of the first power converter unit 104.2, further items of additional equipment 107 are arranged in the cabinet 102.3. This provides a particularly favourable load distribution or trim also in the area of the second bogie 103.2.

The division of the first power converter unit 104.2 into the first part 104.3 and the second part 104.4 is selected such that the components of the second part 104.4 are matched to the additional equipment 107 in relation to the cooling by a cooling device (not shown in detail). This advantageously allows an optimization of the expense for the cooling of the first power converter unit 104.2 and the additional equipment 107. In particular, at least one first cooling circuit can be provided for cooling the first part 104.3 of the first power converter unit 104.2 and at least one second cooling circuit can be provided for common cooling of the second part 104.4 of the first power converter unit 104.2 and of the additional equipment 107. The cooling circuit concerned can then, for example, be matched optimally to the temperature level necessary for cooling the components concerned, so that in total the cooling is optimised.

It should be noted here that the division of the components of the power converter unit, just described under the aspect of optimising the cooling, as a function of further components to be cooled constitutes an independent inventive concept able to be protected (independently from the arrangement of the main transformer).

As Figure 3 shows, the vehicle 101 comprises a further end wagon 101.3 with a second wagon body 109 which is coupled to the first wagon body 102 and supported on a third bogie in the form of a second motor bogie 1 10 and a running bogie 111.

The drive motors of the second motor bogie 110 are supplied with energy via a second power converter unit 104.5, wherein the second power converter unit 104.5 is again supplied with energy via the main transformer 104.1. This is possible because the main transformer 104.1 (as already stated) can provide sufficient power. The second drive bogie 110 is arranged adjacent to the first motor bogie 103.2 in order to keep the cabling cost low.

Evidently other variants of the invention however can also provide that the drive motors of the second motor bogie are supplied with energy via the first power converter unit.

Second embodiment Figure 4 (in a view corresponding to Figure 3) shows a further embodiment of a rail vehicle 201 according to the invention. The rail vehicle 201 , in its basic design and functionality, corresponds to the rail vehicle 101 , so that only the differences need be discussed here. In particular, identical components are given identical reference numerals, while the reference numerals for similar components have been incremented by the value of 100.

The difference with respect to the rail vehicle 101 is that a center wagon 201.4 has been inserted between the two end wagons 101.1 and 101.3. The center wagon 201.4 has a third wagon body 212 which is supported on a fourth bogie in the form of a third motor bogie 213 and a further running bogie 214.

The drive motors of the motor bogie 213 are supplied with energy via a third power converter unit 204.6, wherein the third power converter unit 204.6, like the second power converter unit 104.5, is supplied with energy from the main transformer 104.1. This is possible as the main transformer 104.1 (as already stated) can provide sufficiently high power. The third motor bogie 213 is arranged adjacent to the first motor bogie 103.2 to keep the cabling cost at a minimum.

Third embodiment Figure 5 (in a view corresponding to Figure 3) shows an embodiment of a composite train 301 according to the invention with four wagons, in which two identical rail vehicles according to the invention are coupled together, each of which comprises an end wagon 101.1 and a center wagon 201.4 as described above.

Fourth embodiment Figure 6 (in a view corresponding to Figure 3) shows an embodiment of a composite train 401 according to the invention with five wagons, in which two rail vehicles according to the invention are coupled together. The rail vehicle arranged on the right-hand side comprises an end wagon 101.1 and two center wagons 201.4 (as described above), each of which is supplied with power from the main transformer 104.1 of the right-hand end wagon 101.1. The rail vehicle arranged on the left-hand side comprises an end wagon 101.1 and a center wagon 201.4 (as described above) which is supplied with energy from the main transformer 104.1 of the left-hand end wagon 101.1.

Fifth embodiment Figure 7 (in a view corresponding to Figure 3) shows an embodiment of a composite train 501 according to the invention with six wagons, in which two identical rail vehicles according to the invention are coupled together. The rail vehicle arranged on the right-hand side comprises an end wagon 101.1 and two center wagons 201.4 (as described above), each of which is supplied with power from the main transformer 104.1 of the right-hand end wagon 101.1. The rail vehicle arranged on the left-hand side comprises an end wagon 101.1 and two center wagons 201.4 (as described above), each of which is supplied with energy from the main transformer 104.1 of the left-hand end wagon 101.1.

It is apparent from the above embodiments that, with the present invention, thanks to the correspondingly large achievable power of the main transformer 104.1 , simple scaling is possible of the drive power of the rail vehicle or a composite train formed thereof so that the vehicle or composite train can easily be adapted to the different transport capacities required. Finally, only three different wagon types, end wagons 101.1 , 101.3 and center wagons 201.4 are required in order to achieve a configuration with a favourable degree of motorization (ratio of number of driven axles to total number of axles) of 50%. Thus in a simple manner, a particularly high flexibility can be achieved in adaptation of the vehicle to the capacities required.

Evidently, in the vehicle configurations described above, one or more center wagons 201.4 can be further added. Their power converter unit 204.6 can again be supplied with energy from the main transformer 104.1 of the end wagon 101.1. Depending on the maximum power of the main transformer 104.1 , beyond a particular number of additional center wagons 201.4, the acceleration values of the vehicle may decrease. This may however be acceptable in view of the high transport capacity achieved.

The present invention has been described above exclusively with reference to an example of a double-deck vehicle. Evidently, however, the invention can also be used in connection with single-deck vehicles.

Claims

1. Claims Rail vehicle with at least one first wagon body (1-Θ2) which is supported on an undriven first wheel unit CL0S.1) and a driven second wheel unit (1-Θ3Τ2) spaced in the longitudinal direction of the at least one first wagon body ( 02}7 and an electric drive device (;UJ 7driving the second wheel unit (103 ¾ and comprising a transformer unit ( 04r ) and at least one first power converter unit (l£>4r2), wherein the transformer unit (ΉΜΓΤ) is arranged in the area of the first wheel unit (163:1), characterized in that the first wheel unit (1-09r†) is arranged at a first end of the first wagon body (†62), in the area of which is arranged a driver's cab (JJ08) for a vehicle driver. Rail vehicle according to claim 1 , characterized in that the transformer unit (184-†) is arranged such that the center of gravity of the transformer unit (1-94r†) is arranged at least close to the longitudinal center plane (101.2) -of the first wagon body (462 and/or is arranged at least approximately centrally above the first wheel unit (1-99r†). Rail vehicle according to any one of the preceding claims, characterized in that the first power converter unit (46 τ ) is arranged in the area of the second wheel unit Rail vehicle according to any one of the preceding claims, characterized in that at least one part ( 01.3^ of the first power converter unit (+64T2) is arranged in the area of a first longitudinal side of the first wagon body 5. Rail vehicle according to claim 4, characterized in that a second part (194^4) of the first power converter unit ( 0 ^) is arranged in the area of a second longitudinal side of the first wagon body ( 62 . Rail vehicle according to claim 4 or 5, characterized in that at least one further item of additional equipment ( T), in particular electrical additional equipment, is provided, wherein the additional equipment {WT is arranged in the area of the second part (104.4) of the first power converter unit (104:?). Rail vehicle according to claim 6, characterized in that at least one first cooling circuit is provided for cooling the first part (104.3) of the first power converter unit (t04r2), and at least one second cooling circuit is provided for common cooling of the second part (1Q4T4) of the first power converter unit (1 Θ4 ·) and the additional equipment Rail vehicle according to any one of the preceding claims, characterized in that at least one third wheel unit (VtO) is provided, and the drive device (1·Θ4} is designed to drive the at least one third wheel unit (14Θ). Rail vehicle according to claim 8, characterized in that the first power converter unit (iQ 2) is provided to drive the at least one third wheel unit. Rail vehicle according to claim 8, characterized in that the drive device (46† comprises a second power converter unit (4£4^5)-to d the at least one third wheel unit t;W©)rwherein the second power converter unit ( 6 ^) is supplied by the transformer unit (104r†) for driving the third wheel unit iMG r 1 1 . Rail vehicle according to claim 9 or 10, characterized in that the second wheel unit (106^7 and the third wheel unit (4-†07~are arranged adjacent to each other. 12. Rail vehicle according to any one of claims 8 to 1 1 , characterized in that a second wagon body (10&)1s provided which is supported on the third wheel unit (4-10). Rail vehicle according to any one of claims 8 to 12, characterized in that at least one fourth wheel unit (2-†37 is provided, and the drive device (3-Θ4Χ comprises at least one third power converter unit to drive the at least one fourth wheel unit (2†3), wherein the third power converter unit (2J34r©)1s supplied by the transformer unit (104.1 ) for driving the fourth wheel unit (245). Rail vehicle according to claim 13, characterized in that a third wagon body (2 2^ is provided which is supported on the fourth wheel unit (3-†3): Rail vehicle according to claim 14, characterized in that the fourth wheel unit (2 3}is arranged in the area of the end of the third wagon body (2†2Twhich is closer to the transformer unit CK t). Rail vehicle according to any one of the preceding claims, characterized in that a pantograph device (disconnected to the drive device provided, wherein the pantograph device ftOS) is arranged in the area of the second wheel unit Rail vehicle according to any one of the preceding claims, characterized in that at least one driven wheel unit (t03r2; " ©r +3)1s designed in the manner of a bogie. Rail vehicle according to any one of the preceding claims, characterized in that the at least one wagon body 109)-is designed as a double-deck wagon body. Composite train with at least two rail vehicles (10·†; 20†) according to any one of the preceding claims. For the Applicants REINHQLD COHN AND PABIHBff